Electric power takeoff system

ABSTRACT

An electric power takeoff system for operative association with electric output devices such as alternators or generators driven by an engine such as providing motive power for vehicles of different types, stationary engines and other types of power plant apparatus. The electric power takeoff system operates to provide operating power for operating electrical appliances, battery charging and welding attachments, directly therefrom, the appliances and attachments operating on DC current in voltage ranges from 1 to 220 volts DC. The system includes a means of adjusting electric output by changing the rpm of the engine driving the alternator, so as to match voltage requirement on appliances being operated, or combination thereof, the functions being performed through the system and automatically operable upon actuation of an appliance switch when connected into the system and engine speed, and therefore electric power output, will be automatically established upon actuation of the appliance. The system includes an automatic, electromagnetic working solenoid functioning to increase engine speed and also change circuitry to provide a fail safe system to preclude endangering an alternator, regulator or electrical system associated with the engine. A fail safe circuitry is provided to accommodate operating the system for battery charging in voltage ranges of 1-220 volts DC and polarity protection is incorporated within the on-off switch circuitry in the event of improper hookup to a battery being charged. The system also incorporates a safe and simple hook-up feature for quick association with a vehicle system incorporating such an engine providing preassembled and connected wiring.

United States Patent 1151 3,660,671 Peterson [451 I May 2, 1972 1ELECTRIC POWER TAKEOFF SYSTEM ABSTRACT 72 Inventor: 'Edwin R. Peterson,3109 Bogus Basin Rd.,

I Boise, Idaho 83702 [22] Filed: July 20,1 970 211 App]. No: 56,546

Related us. Application 0m 7 [63] continuation in-part of Ser. No.8,853, Feb. 5, 1970.

52 u.s.c1 ..290/1, 307/10, 290/40, 290/50 [51] Int. c1. ..H02p 9/04 [58]Field ofSearch ..307/10, 66, 64, 155; 322/38, 322/15, 14; 320/39, 40;290/40, 1,50

[56] References Cited v UNITED STATES PATENTS 3,456,119 7/1969 Schneider..307/10 2,903,327 10/1959 Hickman... 3307/10 3,127,518 3/1964 Pruitt....307/10 x 3,293,443 12/1966 Burch ....3o7/10 x $316,473 4/l967 Pruitt....307/-10x 3,471,706 10/1969 Schneider ....307/10 3,497,709 2/1970Chilton et a1, -307/10 Primary Examiner-G. R. Simmons Attorney-J. GibsonSemmes g and connected wiring.

An electric power takeofi' system for operative associationwith'electric output devices such as altemators or generators driven byan engine such as providing motive power for vehicles of differenttypes, stationary engines and other types of power plant apparatus. Theelectric power takeoff system operates to provide operating power foroperating electrical appliances, battery charging and weldingattachments, directly therefrom, the appliances and attachmentsoperating on DC current in voltage ranges from 1 to 220 volts DC. Thesystem includes a means of adjusting electric output by changing the rpmof the engine driving the alternator, so as to match voltage requirementon appliances being operated, or combination thereof, the functionsbeing performed through the system and automatically operable uponactuation of an appliance switch when connected into the system andengine speed, and therefore electric power output, will be automaticallyestablished upon actuation of the appliance. The system includes anautomatic, electromagnetic working solenoid functioning to increaseengine speed and also change circuitry to provide a fail safe system topreclude endangering an alternator, regulator or electrical systemassociated with the engine. A fail safe circuitry is provided toaccommodate operating the system for battery charging in voltage rangesof 1-220 volts DC and polarity protection is incorporated within theonoff switch circuitry in' the event'of improper hookup to a batterybeing charged. The system also incorporates a safe and simple hook-upfeature for quick association with a vehicle system incorporating suchan engine providingpre-assembled 10 Claims, 4 Drawing Figures METERVOLTS Dr C.

SHEEI 1 BF 2 PATENTEDHAY 2 I972 mum-0n EDWIN R. PETERSON nmnnn ELECTRICPOWER TAKEOFF SYSTEM A system for apparatus incorporating various basicconcepts of the invention is shown in my prior pending patentapplication entitled: Vehicle Electric Power Takeoff System, Ser. No.8,853, filed Feb. 5,- 1970, of which the present application is acontinuation-in-part, and incorporates improvements over the aforesaidbasicconcepts.

BACKGROUND OF THE INVENTION A need exists whereby anelectricalappliance, or electrical operation, in the nature of, forexample,.-'drills, saws, lights,

welding appliances, battery charging, etc., can be connected to andoperated directly from an electricaljsystern associated with an enginesuch as vehicle motive engine or stationary engine serving to drive analternator or generator. The engine can consist of, for example, anindividual engine, diesel engine, electrical motor, or air cooledengine, and in which a DC power supply can be automatically connected tothe appliance, or operation, while at the same time providing simplicityof construction and association with, for example, a vehicle or anengine and the system in operation must provide safeguards to preventdamage to the electrical system or components thereof. A need existswhereby electrical operations or electrical: appliances, batterycharging, welding and/or combination of these functions are availablefrom a vehicle or engine alternator or generator automatically.

Heretofore, such a system and apparatus have not been available on apractical and commercially feasible level from a single unit.

SUMMARY OF THE INVENTION The invention provides a system for associationwith a vehicle or other engine alternator or generator to operate DCappliances, or functions, in the nature of saws, lights, batterycharging, welding, etc. operated by merely controlling the switch on theappliance. with "an engine idling, a DC appliance or battery charge unitcan be operated by connecting it into, for example, a ll0volt DCreceptacle in the switch system and switching the appliance a'rm.Connecting a welding unit into 1 10 volt DC receptacle and striking awelding rod on work will actuate the system and-the welding arc willcommence. The system includes means to automatically speed up theengineto a preset speed and the alternator or the like will generate apredetermined and preset DC voltage necessary to operate the appliance,battery charging or welding, etc. An automatic fail safe system isprovided to preventdamage to the alternator, regulator or vehicleelectrical system. The

system, upon connection of the appliance and actuation thereof, iscompletely automatic in the absence of additional controls other thanthat of theappliance. In operation, the system acts to disconnect analternator or the like from a vehicle or other engine battery andconnect it into a DC outlet in which an appliance is connected.

The system also permits actuating of a battery charge unit from acompletely dead battery by incorporating for actuation a dead batteryswitch to bypass a polarity protecting circuitry. A fail safe circuitryaccommodates operating a welding unit from the system which allows deadshorting of the welding electrode to the work to actuate a systemwithout endangering the system, alternator or electrical system of anengine or vehicle with which associated. The system is capable ofactuating by relay and welding electrode and necessary circuitry. Thesystem when operating with a welding unitprovides necessary circuitry toallow an alternator or the like to weld,

braze, heliarc, production weld, mild steel, stainless steel, aluminum,ferrous and non-ferrous metals. The size of welding rod the system iscapable of burning, depending upon the alternator size on which thesystem and weld unit are attached, operable units being, for example, a50 ampere automobile alternator with standard 60 ampere, 2,400 wattelectric power takeoff system and welding unit will burn 56 inch rod. A100 ampere alternator and heavy duty takeoff system and heavy duty weldsystem can burn 3/16 to V4 inch rod.

Additional objects and advantages of the present invention will be morereadily apparent from the following detailed description of embodimentsthereof, when taken together with the accompanying drawings in which:

E16. 1 is a schematic electromechanical diagram of the system of thepresent invention;

FIG. 2 is a schematic representation of adjustable connecting means toan engine speed control system;

FIG. 3 is a circuit schematic of a weld unit for use with the electricpower takeofi' system; and

FIG. 4 is a circuit schematic of a battery charging unit for operationwith the electric power takeoff system.

In FIG. 1 of the drawings, various components of a vehicle, stationaryor other engine control system are schematically depicted, and theinterconnected electrical components and circuits are schematicallyshown in operative association and connection therewith. The shownembodiment is a single preferred embodiment, but manifestly, principlesof association with and operation in conjunction with any engine can bevaried or modified within the teachings of the invention. The systemwill be described in conjunction with a vehicle engine for illustrativepurposes only and obvious use of the system as applied to differentengines and engine settings will be apparent to those skilled in theart.

Basically, the function and purpose of the invention which might beaptly termed a Kwik Power Pack, relates to operating 110 volts DC, orother appliances, drills, saws, lights, Kwik Charge and Kwik Weldattachments, etc., directly from any vehicle alternator or generatorautomatically solely on actuating a switch on the appliance. Noadditional switches or hand throttles or the like are required. With thevehicle engine idling, any DC appliance can be operated by plugging itinto a 110 volt DC receptacle and switching the appliance on. The enginewill automatically speed up to a pre-set r.p.m., and the alternatorfunctions to generate 110 volt DC power, or any preset amount, necessaryto operate the appliance. The system incorporates an automatic fail safeso as not to endanger the alternator, regulator, or vehicle electricalsystem. The appliance can be easily and quickly connected directly intoan output plug in a box or receptacle, and the system will also operatesatisfactorily through extension cords of varying lengths. The system iscompletely automatic, and withthe engine idling, squeezing or actuatingthe trigger of a tool or appliance plugged into the system will serve toautomatically actuate the system and appliance.

The present system consists essentially of a box 10 and solenoid l2 andis so constructed, wired, and wound with a combination of, for example,magnetic reed switches, coils, contacts, meters, 110 volt DC plugs, 12volt plugs, depending upon the model, and flexible cable whereby unitswhich are pre-wired permit hooking up to the alternator, accelerator,accelerator linkage, and generally associated with the vehicle in asimple manner which prevents an incorrect connection when installed on aproper model vehicle with compatible voltage and polarity. Certaincomponents and areas, as shown within dotted line 14, are encapsulatedin a heat sink with an epoxy containing a high amount of metal insuspension giving excellent thermal conductivity. This feature allowsthe Kwik Power Pack to be safe when accidentally dead shorted for aconsiderable length of time without damage. This feature makes thewelding operation possible because it prevents damage when a welding rodis shorted on work to actuate the circuit and strike the arc. The systemor power pack as shown changes or converts the Kwik Hook-up or wiringdiagram to an alternator to allow it to generate l 10 volts DC, orothers.

associated with or contained in box or receptacle 10, adapted foroperative association with a vehicle and engine thereof.

Upon actuation of the switch 20, the electrical sequence to accomplishthe function of the unit is initiated.

The magnetic reed switch 20 is connected to a double pole, double throwrelay generally indicated at 22, by attachment to terminal 2, of aplurality of terminals electrically incorporated in the relay, theterminals being designated as 1, 2, 3, 4, 5, 6, 7 and 8. The amperageflows through an actuating coil of relay 22, out through terminal 7 andinto ground, as at 24. Through a combination of contacts in relay 22,the following functions are accomplished. Terminal 1, through the relayat rest is connected to terminal 4. When the relay is actuated, terminal1 breaks contact with terminal 4 and remakes contact with terminal 3,placing terminal 1 to ground since terminal 3 is grounded. Terminal 1 ofrelay 22 is connected to relay terminal 26 of solenoid 12. In the systemand diagram as shown, there is voltage potential on the other end of thesolenoid actuating coils 28 and 30. Therefore, relay terminal 26 is putto 7 ground to complete a circuit through the coils. The coils 28 and 30are energized, whereupon solenoid plunger 32 is pulled into the solenoid12. Upon movement of solenoid plunger 32, cable 34, attached at one endto plunger 32, and at other end to an engine accelerator linkage,diagrammatically represented at 36, operates to speed up engine. As Asplunger 32 travels further, it contacts point 38 of a contact push rodin the solenoid which in turn is connected to a striker plate 40 whichrests on three contacts 42, 44, 46. Therefore, upon movement of plunger32, in this manner, striker plate 40 is removed from the three contacts.

Contact 42 is a source of voltage for heavy wound pull-in coil 30 and,following the above operation, this removes the source of voltage fromthe pull-in coil which would otherwise burn up if energized for too longa period of time. Contact 44 is connected to the large alternatorterminal 48 of solenoid 12 and consequently opens the circuit betweenalternator 50 and the battery of the vehicle. Contact 46 is permanentlyconnected to battery terminal 52 of the solenoid, and when striker plate40 moves from contact 46, it removes the voltage potential from 44. Thehold-in coil 28, still has voltage potential which continues to hold thesolenoid plunger in against the contact striker push rod 38 with thesolenoid plunger holding the striker plate away from the contacts. Theaccelerator linkage 34 is held at a pre-determined setting for therequired rpm to generate the l volt DC out of the alternator. Thealtemator being now disconnected from the voltage leveling capacitivecharacter of the battery, and connected with a higher resistance of the110 volt appliance, or operation, produces the desired voltage asdetermined by the rpm by which it is driven. The full voltage of thebattery passing through contact 54, in the regulator 56, and into therotor of the alternator 50 produces a flux or lines of force, that whenrotated through the stator at the desired r.p.m. produces the desiredvoltage sufficient to induce the voltage into the stator windings. Thisvoltage and consequent amperage flows through the six rectifying diodes58 which changes the three phase alternator current to a DC voltage andamperage of l 10 volts or as desired, leaving the output terminal of thealternator. Through the previously described circuitry of the Kwik Powerunit the installation of the windings terminals of the car alternatorare adequate to accommodate this higher voltage. Many hundreds ofapplication of the Kwik Power to the automotive alternator has proventhe common diode as used in the common automotive alternator to becapable of operating in the 110 volt range. Tests on the common diodeapplying 220 volts has shown no break down of the common diode. Thisaffords a 100 percent effective factor.

As the solenoid plunger 32 pulls the accelerator to the proper rpm, thealternator voltage reaches 110 volts DC or some pre-determined amount asdesired at outlet receptacle 16. The alternator terminal 48 is in anopen circuit. Voltage continues through coil 18 to the 110 volt DCplug-ins 16 as shown in the circuitry. When the trigger of an applianceconnected in the circuit is released, the circuit becomes open, andappliance amperage stops flowing through coil 18. No magnetic force thenexists in magnetic reed switch 20, and it opens and the sequencereverses. The solenoid in use closes the circuit between the alternatorand the battery. The system is at rest and the alternator and batteryare connected in a normal manner. This then instantaneously inserts thevoltage leveling capacity of the battery with the alternator removingany dangerous spikes from the system which could damage the alternatoror the car electrical system.

The relay 22 further has terminal 8 in contact with terminal 5 at rest,which places the neutral terminal of the alternator into the properterminal of the regulator through neutral wires. When relay 22 actuatesterminal 8 is removed from terminal 5 and contacts with terminal 6. Thewire from the neutral terminal on the alternator is then open andconnects the battery to the field relay of the regulator 56. This givesthe regulator 12 volts DC to pass through the nonnal car field wire toexcite the alternator to the maximum. A further circuitry may be addedto originate at point 59, utilizing a resistor or zenor circuitry withelectrical specifications so as to drop the to 110 volts and put voltageto 16 to 20 volts at a terminal added to a terminal block 60. By merelywrapping the field wire between the regulator and the alternator aroundthe added terminal of the terminal block, with a proper mechanism topierce insulation of this field wire and firmly contact the wire inside.The resulting increase in excitation voltage to the rotor will enablethe alternator to produce a given voltage at a lower rpm. The field wireis not affected and remains connected to the field terminal in a normalmanner.

Capacitors 62 and 64 with a 39K resistor, prevent damaging sparking oncontacts of switch 20, (also diodes could be used) and contact bothterminals 1 and 2 of the relay 22 as shown in the diagram. A diode ofsufficient specification may be substituted for the capacitor orresistor at this point. At a position indicated at 66 on the solenoidaccelerating cable, an adjusting nut 68 is placed to permit lengtheningthe outer casing of cable. This permits fine adjusting of the voltagelevel of the accelerator adjusting cable by changing the length of throwof the solenoid plunger cable and therefore changing the rpm setting ofthe motor. When installing the present system, the solenoid plungercable can be attached to the accelerator linkage in a manner such as topull the accelerator linkage to such an rpm to cause the alternator togenerate a close proximation to volts DC, as depicted at point 68.Depending on the general load plugged into the system, the voltagesetting desired is determined. If heavy loads are used, the settingprobably would be between 100 to volts d.c., whereas with small loadssuch as with V. or inch drills, skill saws, a setting at 90 or possible80 volts DC is desirable. This gives a resultant power sufficient forproper functioning because for a given voltage DC current is stronger 1than AC current. It should be noted in this system that if a wire breakor become open, the units will obviously rest in a safe wiring conditionand circuit so that the alternator is connected to the battery andcannot operate on an open circuit to burn itself up.

The wires leading to the alternator are shown connected to the KwikHook-up terminal block 60, which is of fiber material or the like, andthe block is installed on the battery terminal 70 of the alternatorafter the battery wire is removed. Then the battery wire is reinstalledon the terminal 4 of the terminal block. The neutral temiinal hookupwill be basically the same, and again the neutral terminal wire will bereinstalled to the fiber block and accomplish the connections as shownon the wiring schematic. Further, the field coil will be merely wrappedaround its appropriate terminal and the nut tightened securely provideshigher excitation of the rotor.

The Kwik Charge unit (Fig. 4) is constructed with two male 110 voltplug-ins 86 assembled so as to plug simultaneously into Kwik Power Pack110 volt female plugs-ins, 16, giving double amperage carrying capacity.Circuitry of the Kwik Charge unit is simple as shown in FIG. 4, withoff-on and voltage selector switch and dead battery switch. The weldingunit (Fig 3) same plug-in arrangement Kwik Charge, for, as

striking the are, a relay with actuating coil across the DC outputcircuitry will close the contact of said relay. The contact to bypassreed switch 20.

In both Kwik Charge and KwikWeld unit the 110 volt male plug-ins arewired in parallel for the double amperage capacity. The wires from theunits just inside the unit are made into a coil and embedded in epoxy ina heat sink. This will draw the heat from the l 10 volt male plug insand keep them cool. The coil 18 being encapsulated in epoxy in the heatsink in the Kwik Power unit will draw the heat from female receptacles16 and keep them cool.

The unit of the invention serves basically to disconnect the alternatorfrom battery, vehicle or other engine, and connect it into the 110 voltDC outlets 16. The solenoid plunger 32 serves to speed up the engine toa pre-determined voltage output. Normally the alternator generates intothe battery at 12 volts DC. They generally have a potential of 40 to 65amps and, consequently, will have an output of 480 to 650 watts maximum.With unit and system functioning, the alternator speeds up and iscapable of an output of 30 amps and 1 10 volts DC with a resultant 3,000watts output. A claimed 2,500 watt output at maximum operating voltageresults in a desirable safety margin. The Kwik Charge unit operatingfrom the Kwik Power unit can be connected to 6,12, 24, or 36 voltbattery and the battery will receive a Kwik charge. The Kwik Weld unitplugged into the Kwik Power Pack, satisfies the circuitry to cause thealternator to produce from 20 to 40 volts DC according to the rod beingused and the metal being welded. The amperage being produced isdependent upon the alternator being used and is the limiting factor onthe size of rod being burned.

Installation of the system as incorporated in the Kwik Power unit in avehicle is extremely simple, since there are no individualwires tohook-up. Everything is connected in the manufacturing, including thewires going to the alternator which are installed in the fiber blockabove referred to, called Kwik Hook-up terminal block. Therefore, whenthe unit is installed and the voltage set, an individual cannot damagethe unit. The circuitry and units are wired and constructed in a mannerthat when dead shorting for a short period of time, the volt 1 l outletswill not damage the unit or any part of the car electrical system. Inoperation upon plugging a 110 volt appliance into the 1 volt DC outletsand pulling the trigger of the appliance, there is really no way inwhich the unit can be damaged. All coils are used in a constant dutymanner and are thusly wound. The one pull-in coil in thesolenoid ismerely used for pull in, and when the striker plate is removed from thecontacts, it goes on an open circuit and no heat is generated. There islittle or no sparking on any of the contacts, and, therefore, actuationspossible with the unit are substantially unlimited. v v

The Kwik Weld unit WU of FIG. 3 is connected to the Kwik Power Pack byinserting the double male plug ins 72 of the unit into receptacles Themale plug-ins 72 being connected in parallel lead directly into coils 74and 76 which are encapsulated ina high metal content epoxy whichisfurther molded into a heat sink 78. Two small wires connect coils 74and 76, to volt meter 80. Heavy welding leads 82 and 84 continue to anormal ground welding clamp and a normal welding rod clamp, not shown.With the groundconnected to the work to be welded and a proper weldingrod in the rod clamp, the welding rod is scratched on the work.scratching causes amperage to flow in coil 18 (Fig. ,1), of Kwik PowerPack and begins a sequence of actuation speeding up the engine toproduce a welding voltage from 20 to 40 volts. The amperage flowing willdepend on the size of alternator, size of the rod, and the contentsthereof. Removing the rod opens the circuit reversing the sequence, thenthe Kwik Power Pack is in rest position with the alternator connected tothe battery.

The Kwik Charge Unit CU Fig. 4) is connected to the Kwik Power Pack byinserting the double male plug-ins 86, of the Kwik Charge unit. The maleplug-ins 86, being connected in parallel, lead directly into coils 88and 90 which are encapsulated in a high metal content epoxy which isfurther molded into heat sink 92. Battery charging lead 94 is connectedto coil 90 and is terminated with a battery charging clamp. Terminal ofammeter 96 is connected to the contacts of a relay 98. Battery charginglead 97 is connected to contacts of relay 98 and is terminated with abattery charging clamp. Actuating coil of relay 98 is connected tocharging lead 97. The other end of actuating coil or relay 98 isconnected to terminal 100 with diode 102 in series, in the 6 and 12 voltposition of a single pole double throw switch 104. The same end of thisactuating coil has a resistor 112, in series which is then connected toa terminal 108, in the 24 volt position of the single pole double throwswitch 104. The third wire of the single pole double throw switch isconnected to lead 94. The single pole double throw switch 104 is theoff-on and voltage selector switch. In between coil 88 and diode 102 anormally open dead battery switch is connected. The other terminal ofthe dead battery switch is then connected to one end of the actuatingcoil of relay 98. The combination of relay 98 single pole double throwswitch 104 and diode 102 gives the Kwik Charge unit polarity protectionin the actuating circuit against operation if the battery charging leadsare incorrectly hooked to the battery to be charged.

The dead battery switch 110 will actuate the circuit from voltage of theservice vehicle bypassing the diode 102. This is used when the batteryto be charged has absolutely no voltage and therefore cannot actuaterelay 98. Connecting the battery charging leads properly on the batteryto be charged and moving switch 104 to the proper voltage will causeamperage to flow in coil 18 of the Kwik Power Pack actuating the circuitthereof to speed up the engine andconnect the alternator through theKwik Power Pack and the Kwik Charge unit to the battery to be charged. I

Connecting the Kwik Charge unit into 110 volt receptacles 16 willproduce an unregulated fast charge. Connecting the Kwik Charge unit intoreceptacles 114 and speeding the engine up manually will produce aregulated fast charge.

Manifestly, minor changes in detail, components and circuitry can beeffected without departing from the spirit and scope of the invention asdefined in and limited solely by the appended claims.

I claim: I

1. An electrical power regulating accessory system for operating a DCelectrically powered appliance off a vehicle engine with electric powergeneration including in circuit a regulator, an engine driven alternatorincluding two terminals, a DC storage battery, and an engine acceleratorcontrol means and with an electromechanical circuit comprising:

A. afirst series circuit including at least one two contact electricalreceptacle, said alternator, the coils of an electromagnetic reed switchmeans, said reed switch means operable upon closing of said seriescircuit;

B. a second series circuit including the said electromagnetic reedswitch, said battery, and a double-throw switch means operable uponoperation of said reed switch means, one throw of said double-throwswitch means upon operation completing said second series circuit andthe second throw of said double-throw switch means upon operationelectrically connecting said DC storage battery'to a first saidalternator terminal;

C. said first alternator terminal selectively connected in series with asecond alternator, terminal, and an energizing coil of anelectromechanical solenoid, said solenoid comprising plunger' meansoperatively connected at one end to said engine speed control'means forselective actuation thereof;

D. a plurality of normally closed solenoid contacts associated with saidsolenoid, said solenoid contacts operatively disconnectable upon plungermeans movement, said solenoid contacts in the closed position connectingin a third series circuit the first of said alternator terminals and thesecond of said alternator terminals;

whereby upon actuation of said reed switch means, said DC storagebattery is disconnected from the said system and the engine speed isregulated.

2. A system as claimed in claim 1, said magnetic switch comprising amagnetic reed type, and capacitors and resistors in circuit with saidswitch operable to eliminate damaging sparking on contacts of saidswitch induced from reverse voltage from plunger hold in means for saidsolenoid.

3. A system as claimed in claim 2, said switch, said capacitors and saidresistors being encapsulated in a heat sink including an epoxy and highcontent of metal in suspension for enhanced thermal conductivity fordamage protection from circuit dead shorting.

4. The system as claimed in claim 1 wherein said first series circuit isclosed by the insertion and switching on of an appliance plug into oneof the said two contact electrical receptacles.

5. The system as claimed in claim 1 wherein upon opening of said firstseries circuit, said plunger means return said solenoid contacts tooriginal closed position.

6. A system as claimed in claim 1, further comprising rectifying diodeselectrically associated with said alternator whereby alternating currentis converted to direct current for transmission to said receptacleduring appliance use.

7. A system as claimed in claim 6, and further including tworeceptacles, said receptacles being adapted for simultaneous connectionto a battery charge unit for double amperage carrying capacity, saidreceptacles having the wiring thereof in the form of a coil embedded inepoxy in a heat sink in an appliance connector to draw heat from saidoutlets for cooling thereof.

8. A system as claimed in claim 7, said appliance constituting anelectric weld unit, said circuit including by-pass means for said reedswitch whereby upon striking an are, a relay with actuating coil acrossthe DC output circuitry will close the contact of said relay and by-passsaid reed switch.

9. A system as claimed in claim 8, and further including second plug-inoutlets of a fixed voltage differing from that of said first namedoutlets.

10. A system as claimed in claim 6, and further including a fiberterminal block having an eyelet terminal and three additional terminals,electrical circuit wiring being pre-connected and installed on saidterminal block, and the circuit eyelet being connected to thealternator, the alternator, battery, neutral terminal and regulatorbeing respectively connected in circuit to said pre-establishedterminals on said terminal block.

1. An electrical power regulating accessory system for operating a DCelectrically powered appliance off a vehicle engine with electric powergeneration including in circuit a regulator, an engine driven alternatorincluding two terminals, a DC storage battery, and an engine acceleratorcontrol means and with an electromechanical circuit comprising: A. afirst series circuit including at least one two contact electricalreceptacle, said alternator, the coils of an electromagnetic reed switchmeans, said reed switch means operable upon closing of said seriescircuit; B. a second series circuit including the said electromagneticreed switch, said battery, and a double-throw switch means operable uponoperation of said reed switch means, one throw of said double-throwswitch means upon operation completing said second series circuit andthe second throw of said double-throw switch means upon operationelectrically connecting said DC storage battery to a first saidalternator terminal; C. said first alternatOr terminal selectivelyconnected in series with a second alternator terminal, and an energizingcoil of an electromechanical solenoid, said solenoid comprising plungermeans operatively connected at one end to said engine speed controlmeans for selective actuation thereof; D. a plurality of normally closedsolenoid contacts associated with said solenoid, said solenoid contactsoperatively disconnectable upon plunger means movement, said solenoidcontacts in the closed position connecting in a third series circuit thefirst of said alternator terminals and the second of said alternatorterminals; whereby upon actuation of said reed switch means, said DCstorage battery is disconnected from the said system and the enginespeed is regulated.
 2. A system as claimed in claim 1, said magneticswitch comprising a magnetic reed type, and capacitors and resistors incircuit with said switch operable to eliminate damaging sparking oncontacts of said switch induced from reverse voltage from plunger holdin means for said solenoid.
 3. A system as claimed in claim 2, saidswitch, said capacitors and said resistors being encapsulated in a heatsink including an epoxy and high content of metal in suspension forenhanced thermal conductivity for damage protection from circuit deadshorting.
 4. The system as claimed in claim 1 wherein said first seriescircuit is closed by the insertion and switching on of an appliance pluginto one of the said two contact electrical receptacles.
 5. The systemas claimed in claim 1 wherein upon opening of said first series circuit,said plunger means return said solenoid contacts to original closedposition.
 6. A system as claimed in claim 1, further comprisingrectifying diodes electrically associated with said alternator wherebyalternating current is converted to direct current for transmission tosaid receptacle during appliance use.
 7. A system as claimed in claim 6,and further including two receptacles, said receptacles being adaptedfor simultaneous connection to a battery charge unit for double amperagecarrying capacity, said receptacles having the wiring thereof in theform of a coil embedded in epoxy in a heat sink in an applianceconnector to draw heat from said outlets for cooling thereof.
 8. Asystem as claimed in claim 7, said appliance constituting an electricweld unit, said circuit including by-pass means for said reed switchwhereby upon striking an arc, a relay with actuating coil across the DCoutput circuitry will close the contact of said relay and by-pass saidreed switch.
 9. A system as claimed in claim 8, and further includingsecond plug-in outlets of a fixed voltage differing from that of saidfirst named outlets.
 10. A system as claimed in claim 6, and furtherincluding a fiber terminal block having an eyelet terminal and threeadditional terminals, electrical circuit wiring being pre-connected andinstalled on said terminal block, and the circuit eyelet being connectedto the alternator, the alternator, battery, neutral terminal andregulator being respectively connected in circuit to saidpre-established terminals on said terminal block.